The Speed Week events in the south of France, around Monaco, were not the first races of the season. The new 24 horsepower (some reports suggest a rating of 30 horsepower) had just been released. The newly lightened Panhard et Levassors could not match the power of the Mors at 16 horsepower. The great early racer, René de Knyff had been driving the wheels off his 16 horsepower Panhard, though many other drivers were still competing with the less powerful 12 horsepower Panhards. New to the racing scene were the Cannstatt Daimler cars were now being called Mercedes. They were heavy and notoriously difficult to handle, while racing.
Gottlieb Daimler Dies in March 1900.
The so-called speed week along the southern French coast was a yearly affair taking place around late March. This year, the week started on Sunday, March 25 (1900). Just a few weeks earlier, on March 6, 1900, Gottlieb Daimler had died. Gottlieb Daimler’s legacy had already been cemented by his death; however, he was likely unaware of just how pervasive his influence would be on modern life.
It was Gottlieb Daimler who first miniaturized and made mobile the internal combustion engine. Simply, Gottlieb Daimler was the first to have the insight, vision, and practical engineering knowledge to create an automobile engine. Certainly, the autonomous mobile vehicle (requiring only a driver but no horses or other propulsion) had been conceived by great thinkers such as Francis Bacon. Yet, it was many centuries before someone with the correct set of talents was able to make this vision a reality. Now, the old Daimler may have been a visionary, but–like many visionaries–was stubborn, unbending, and often extremely difficult to work with. His death, in some ways, allowed Daimler–the company–to have more freedom to develop the automobile.
The first races following the death of Gottlieb Daimler were the Speed Week races in the South of France.
1900 Nice to Marseilles
In years past, the race had been run from Marseilles heading into Nice, near Monaco. However, for 1900, a roundtrip race from Nice to Marseilles and back was planned. However, bad weather forced the race to be run in only one direction, with the return trip to Nice untimed. .
This was a big week each year for Emil Jellinek to garner interest in his Monacan import of the Cannstatt Daimler’s, including the new Mercedes models. In fact, 1900 was the first year that the label “Mercedes” shows up in official racing charts and results.
The Jellinek camp, heavily connected to the Daimler factory operation, entered two short-chassis Pheonix’s under the label of Mercedes, according to Robert Dick. Both cars were rated at 26 horsepower and weighed in at 1,400 kilograms. Herman Braun drove the relatively longer 217 cm. framed Mercedes. Wilhelm Bauer, the Cannstatt factory foreman entered to extremely short wheel-based (190 cm.) Mercedes.
The comparatively lighter 16 horsepower Panhards were present in numbers. Names such as Charron, De Knyff, Pinson, and Hourgieres all entered Panhard et Levassor models.
The new, massive-engined Mors was entered by Alfred Velghe. Alfred Velghe always entered under a moniker, as was fashionable at the time (and confusing for researchers!). He entered as “Levegh” an anagram of his last name. Students of motorsport history may recognize this notorious name. Alfred was the uncle of the driver that caused the disaster at Le Mans in 1955, which arguably remains the worst disaster in all motorsport history.
Prior to the race, DeKnyff’s car was fired up and ready to race. With old-timey splendor, Gilles Hourgieres rolled up behind De Knyff’s car. Failing to brake in time, he bumped the back of De Knyff’s Panhard. This caused De Knyff’s car to drop into gear and take off without a driver. Fortunately, it drove itself into a nearby barrier and did not do any damage to the new Mercedes.
Braun, in his brand new Mercedes, managed to end up in a ditch a mere 15 kilometers from the starting line. A privately entered Daimler, entered by Prince Lubecki, broke two wheels when attempting to give Charron room to pass. These events, perhaps, were a harbinger of what was to come later in the week. These accidents were compounded by the sheer difficulty in driving the short wheel-based Daimlers.
As the race progressed, Levegh’s 7.5 liter Mors was clearly the fastest car. However, power and speed are only good so long as they can reliably transmitted into motion. Levegh lost over 30 minutes dealing with torn up tires. One might recall that the modern pneumatic tire was but in its infancy in 1900.
Due to the difficulties of Levegh, De Knyff was able to carry the day in his lightweight 16 horsepower Panhard. He averaged a shocking 43.8 miles per hour.
Death at the La Turbie Hillclimb
For several years, a hillclimb outside of Monaco, leading up to La Turbie followed the touring car race. For the Cannstatt Mercedes entry, Bauer was driving, while Braun was riding with him. According to Gerald Rose, Bauer “ran wide at the first corner into the rocks which bordered the road, and was killed.” This, as far as I can recall, is the first death of a notable driver occurring as a result of racing incident. As such, it signals the inclusion of a certain darkness that has continued to be a part of motorsport to this day.
Certainly, attitudes toward death in sport have changed dramatically in the last century. In fact, it is probably fair to say that modern attitudes toward death in general differ significantly from those a century ago. However, one result of Bauer’s death is certain: it was terrible “PR.” Specifically, following Bauer’s death, Cannstatt-Daimler’s were often viewed as dangerous, difficult to handle, and unrefined.
A notable automotive journalist from Paris, the epicenter of the turn of the century automotive scene, defended the Cannstatt Daimler’s. He noted that, “Before the race, Bauer had practised the hill forty time. He knew it better than anyone else.” He suggested that his death was the result of spectator placement and a lighter, better handling car would still have likely met the same fate given the speed the field was racing at.
In summary, the 1900 season is witnessing the beginning of the race toward giant displacement engines. The Daimler’s were over 5 liter engines. The new Mors, the benchmark of speed for the 1900 season, was up to 7.5 liters. In coming years, the engines would grow to staggering sizes. These giants came about from limitations in engine design. Given an inability to raise engine revolutions, the next obvious way to increase power was to increase engine size and displacement. Ultimately, it would take the advances in technology from the first world war to design smaller, but more efficient engines.
Robert Dick, Mercedes and Auto Racing in the Belle Epoque: 1895 – 1915 (2005).
Gerald Rose, A Record of Motor Racing: 1894 – 1908 (1949).